Vestibule-car



(No Model.) 4 Sheets-Sheet 1.

C. S. SMITH VBSTIBULE GAR.

No. 451,227. Patented Apr. 28, 1891.

(No Model.) 4 Sheets-Sheet 2. C. S. SMITH. VESTIBULB GAR.

No. 451,227. Patented Apr. 28,1891.

(No Model.) 4 sheets-'sheen s. v

o. s. SMITH. VESTIBULE CAR.

No. 451,227. Patented Apr. 28, 1891.

(No Modl.) 4 Sheets-Sheet 4.

C. S. SMITH. VBSTIBULE GAR.

No. 451,227. Patented'Apr. 28, 1891.

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bules havin 0 hoods formino a closed assaoe D D b UNITED TATns CHARLES S. SMITH, OF BUFFALO, NFHV YORK.

VESTIBULE-CAR.

SPECIFICATION forming part of Letters Patent No. 451,22*?, dated April 28, 1891.

Application tiled January 10, 1891.

To all whom it may concern:

Be it known that I, CHARLES S. SMITH, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented a new and useful lmprovement in Vestibule-Oars, of which the following is a specification.

This invention relates to that class of railway-cars which are provided with end vestibetween the vestibules of two adjoining cars.

The object of my invention is to simplify the construction of the vestibules and hoods, and to render the same simple in construction, durable, convenient, and effective.

In the accompanying drawings, consisting of four sheets, Figure l is a sectional elevationof the end portions of two adjoining railway-cars provided with my improvements. Fig. 2 is an end elevation of the vestibule and its hood. Fig. 3 is an inside elevation of the vestibule, partly in section. Fig. t is a vertical section in line :13:10, Fig. 3. Fig. 5 is a horizontal section in line 'y y, Fig. Fig. 6 is a fragmentary sectional elevation of the end portions of two adjoining cars, showing a modified construction of my improvements. Fig..7 is a vertical section thereof in line f: z, Fig. 6.

Like letters of reference refer to like parts in the several figures.

A represents the side walls of the vestibules, and A the end walls thereof.

B represents the stationary platforms of the car, and B the movable platforms or buffer-plates, which are yieldingly supported at the front ends of the stationary platforms.

C represents stationary open frames, which are secured in the opening or passage-way in the end walls of the vestibules. Each of these frames is provided in its inner face or edge with a groove or recess which opens into the passage-way or opening of the frame, and this groove or recess is formed between the two parts or plates c c of which each frame is composed. The outer part c of each frame rests with its back in the opening in the end wall, and is provided on the inner side of the end wall with a marginal flange c2, by which Serial No. 377,325. (No model.)

it is secured to the end wall. The inner plate c of the frame rests against a shoulder on the outer part, as shown in Fig. 5, and is attached to the outer part by turn-buttons dor other suitable fastenings. Each of these frames maybe open at the bottom and closed at the top, as represented in Figs. 1 to 5, or closed at the bottom also, as represented in Figs. 6 and 7. The inner frame-plate is preferably provided with handles d for convenience in manipulating the same.

E E represent the movable frames which support the connecting-hoods F F of the vestibules. These movable frames are similar in form to the stationary frames, and are arranged in the recesses in the stationary end frames.

e represents coil -springs interposed between the lower end of the movable frame and the platform, whereby the movable frame is yieldingly supported against. downward movement.

e represents a semi-elliptical springsecured transversely in the upper portion of the recess in the stationary end frame and bearing against the upper edge of the movable frame, thereby offering a yielding resistance against upward movement of the movable frame. c2 represents similar semi-elliptical springs secured vertically in the sides of the recess and bearing against the sides of the movable frame, so as to hold it yieldingly against lateral movement. The springs arranged in the stationary end frame and Abearing against the movable frame hold the latter yieldingly in any direction and allow the same and the hood attached thereto a limited play in adjusting themselves to the movement of the cars. l

Each of these hoods consists of sectional side walls Gand a curved or arch-shaped roof The sections comprising the side walls G. and root of each hood consist of flexible plates, slats, or strips arranged lengthwise and secured with one upright'edge indirectly to thev movable frame, while their horizontal edges overlap, so as to form aflexible metallic hood which projects from the movable frame, and which has a tight roof and side walls, thereby excluding rain, dust, and wind. Each hood projects beyond the end of the platform and makes a telescopic connection with the hood of the opposing vestibule when the cars are coupled. I prefer sheet-steel as the material for the hood-sections; but any other suitable material possessing the necessary flexibility and durability can be employed. The inner ends of thehood-sections are secured to the inner side of a rim II by means of bolts or rivets 7L, passing through a reenforcing band h', arranged on the inner sides of the sections. The rim I-l is provided along its outer edge with a shoulder 71.2, which rests against a similar shoulder h3, formed along the inner edge of the movable frame E. The rim is detachably secured to the movable frame by sliding bolts i, arranged in the rim and entering openings z" in the movable frame.

J represents a sliding bracket which is secured to the upper portion of the rim, and which slides on a horizontal rod j, secured to the top of the movable frame and projecting into the vestibule. The end of the rod 7" is provided with a stop or collar j', which limits the inward movement of the hood. lVhen the hood is not required for use, the rim is` released from the movable frame by withdrawing the sliding bolts, and the hood is moved inwardly on the rod j, so as not to project beyond the platform.

K represents tightening-cords whereby the outer ends of the hood-sections can be drawn together for the purpose of telescoping the same with the hood of the adjoining car. Each hood is provided with two cords, which are secured with their lower ends to eyes 7c, secured to the platform, and pass upwardly on the sides of the hood through eyes 7c', secured to the sections of the side walls and the roof of the hood, The upper ends of both cords are united and provided with a depending pull-cord and handle 702. Upon drawing the handle downwardly the cords draw the sections of the hood together and cause the lat ter to contract. The hood of the opposing vestibule remains in its normal or expanded position when coupling the cars and receives the contracted hood of the other car, thereby effecting a telescoping connection of both hoods and forming a closed passage between both cars. The roof and the lower side sections of the hood are preferably curved to permit the sections to contract more readily.

The flexible nature of the sections of the hood permits considerable freedom of movement between the cars without injuring the hoods. By supporting these hoods on movable frames the hoods can adjust themselves to a still wider range of movement of the cars in turning curves without binding or crampinfr.

If desired, the open frames and the hoods can be closed at the bottom as well as at the top, as represented in Figs. G and 7.

In the construction represented in Figs. l to 5 the side bars of the frames and the sections of the hood are disconnected at the bottom, whereby the passage-way is least obstructed at the bottom. IVhen the frames and the hoods are closed at the bottom, as represented in Figs. G and 7, a more firm and durable structure is produced; but the passage-way is somewhat more contracted at the bottom. I

I claim as my inventionl. The combination, with a railway-car provided on its platform with a vestibule, of a flexible hood attached with its rear end to the vestibule and projecting with its unsupported front end beyond the face of the platform, said hood being sufficiently firm to maintain its form withoutbeing supported at its front end and adapted to make a telescopic connection with a similar hood ou an adjoining car, substantially as set forth.

2. The combinatiomwith a railway-car provided on its platform with a vestibule, of an open hood-frame capable of movement in the end of the vestibule, and a flexible hood attached with its rear end to the hood-frame and projecting with its free front end beyond the platform, substantially as set forth.

8. The combination, with a railway-car provided on its platform with a vestibule, of an open hood-frame arranged in the end of the vestibule, springs whereby the hood-frame is yieldingly held in position in the vestibule, and a flexible hood attached with its rear end to the hood-frame and projecting with its free front end therefrom, substantially as set forth.

4. The combination, with a railway-car provided on its platform with a vestibule, of an open hood-frame capable of movement in the end of the vestibule, and a hood composed of plates, slats, or strips having overlapping longitudinal joints and secured with their rear ends to the movable hood-frame, while their front ends are free, substantially as set forth.

5. The combination,with a railway-carprovided on its platform with a vestibule, of a contractible hood attached to the end of the vestibule, and a contracting-rope attached to the free end of the hood and whereby the opening of the hood can be increased or reduced at will, substantially as set forth.

6. The combination, witharailway-car provided with a vestibule, of a hood having its rear end made longitudinally movable in the vestibule, and a support arranged in the vestibule, on which the hood can be moved rearwardly into the vestibule, substantially as set forth.

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7. The combination, with arailway-car prol hood-frame when released, substantially as set forth. 1o

Witness my hand this 2d day of January, 1891.

CHARLES S. SMITH. vVituessesg F. C. GEYED, ALICE G. CONNELLY. 

